Electrically-controlled air valve for carburetors



Sept. 4, 1923 1,466,710

-' J. E. FUCHS- ELECTRICALLY CONTROLLED AIR VALVE FOR CARBURETORS Filed Feb. 24, 1921 @a ATTORNEY Patented Sept. 4, 1923.

JOHN E. roots, or s'rmroan, CONNECTICUT.

ELECTRICALLY-CONTROLLED AIR VALVE FOR CARIBURE'IORS.

Application filed February 24, 1921 Serial No; 447,586.

To all whom it may concern Be it known that I, JOHN E. FUCHS, citizen of the United States, residing at Stamford, in the county of Fairfield and State of Connecticut, have invented certain new and useful Improvements in Elect-rically Controlled Air Valves for Carburetors and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to automobile engines, and particularly to means under the control of the accelerator whereby the proportion of air to gasoline is determined both for lean and rich mixtures. bviously, carburetors are adjusted in practice for maximum power and not maximum thermal efliciency and economy of gasoline.

The maximum thermal efficiency is ob tained at about sixteen pounds of air to one pound of gasoline, and the maximum power about twelve pounds of air-to one pound of gasoline. The average driverdelmands first of all power and flexibility of operation. He .sets his carburetor adjustment rich enough to give good operation for slow driving in heavv traffic, with plenty of reserve v power for hill climbing and bad roads. If

he errs somewhat on the rich side it does not become manifest in loss of power, but only in increased gasoline consumption, which in many instances does not concern him at all.

The present invention consists of an electrically controlled air valve in connection with novel accelerator mechanism for oiving a rich mixture where power is required, and a lean mixture under light loads.

Referring to the accompanying drawings: Figure 1 represents a broken view of the carburetor and accelerator rod, full view of a solenoid and sectional view of the air valve housing attached to the solenoid:

Figure 2 is a modification of the accelera tor controlling mechanism:

Figure 3 is a detail view of the solenoid, broken view partly in section of the air valve housing and air inlet pipe:

Figure 4 is a broken view of the carburetor, sectional view of the accelerator rod, and side elevation of the mechanism actuated arrow' a, and

for operating the ordinary .valve, not shown, .within the carburetor and which is actuated Figure. 5 represents the three positions occupied by the accelerator lever.

1 represents acommon type of carburetor having the flange 2 adapted to connect with an engine block or manifold. 3 is the shaft by the lever 4 attached to said shaft, Figures 1, 4, and 5. Oneend of the lever is pivoted to the accelerator rod 5, and the opposite end carries the contactor 6 connected to the lever by the insulation 7. 8 are binding posts for the wires 9, 10, connecting the roller terminals 11, with the solenoid 12 and battery 13, and;8 are insulations. i The housing 14 has the air chamber 15 to which air is admitted through the ports 16 and delivered through port 17 to the pipe 18 and thence to the carburetor. 19 is a valve mounted onthe core 20 of the magnet adapted to close the air outlet port 17 by means ofthe spring 21 when the electrical circuit is open. 22 is a sleeve mounted on the housing 14 having the ports 23 registering with the ports 16 adapted to regulate the amount of air drawn into the air chamber 15.

Assuming that the carburetor is adjusted to give the maxium amount of power under all conditions. and the proportions of air to gasoline for the development of this power is 12 to 1, and the greatest efficiency under light loads and on level roads is 16 to 1, and the position A, Figures 1 and 5, of the contactor 6 represents zero or closed carburetor. valve.

Assuming also that fifteen miles per hour is the maximum speed developed by the advanced position of the contactor before its engagement with theterminals 11, and a level stretch of road is reached, then the contactor is brought in contact with the terminals, position B, to close the electrical circuit and energizethe magnet 12 to open the port 17, Figure 3, and cause sufiicient air to be drawn into the carburetor to establish a mixture of 16 to 1, with an assumed speed from fifteen to thirty five miles per hour while the electrical circuit re-ma-insclosed. If an increased speed under power is required, the contactor is advanced to'pos tion C. This will break the circuit and close the air delivery port 17.

As soon as the electrical circuit is thus broken, the proportional mixture of air and gasoline will-again be 12 to 1. This make and break of the electrical circuit enables the driver to instantly acquire the neces-' the carburetor control lever, it could be lo-- cated at any convenient place outside of the carburetor, as shown in Figure 2. In this arrangement, the separate lever 24 is mounted on the pintle 25 secured to the support 26, as are also the terminals 11. This lever has the slot 27 embracing the pin 28 projecting from the accelerator rod 5 so that the same result is obtained as when the contactor forms an extension of the carburetor control lever.

The battery 13 may form a separate unit aside from the regular battery of an auto mobile, or the electrical energy may be derived entirely from the latter.

Iido not wish to be confined strictly to the use of a solenoid, as any other form of electrical energy that would serve the same purpose could be employed.

It is immaterial, as before mentioned, where the contactor and terminals for effecting a make and break circuit are located, or means whereby they are connected to the carburetor mechanism, but they must be under the control of such mechanism.

Having thus described my invention what I claim is 1. A device of the character described comprising accelerator and carburetor mechanism, a magnet located in anelectrical circuit, a housing having an air cham her and air inlet and outlet ports, a valve within the chamber actuated by the magnet, a contactor actuated by the accelerator mechanism, electrical terminals located in the path of the contactor adapted, when in contact therewith, to close the circuit and open the valve to admit air to the carburetor, said contactor having a predetermined movement in open circuit on either side of the terminals. p

2. In combination with carburetor controlling mechanism, a valve actuating magnet and battery in electrical circuit with terminals, a contactor actuated by said mechanism to contact with the terminals and clos the circuit and cause the valve to open for the admission of air to the carburetor, said contactor having a predetermined movement'in open circuit on either side of the terminals.

In testimony whereof I afiix my signature.

JOHN E. FUCHS. 

